Electric locomotive



(No Model.) 5 Sheets-Sheet 1.

E. M. BOYNTON. ELEGTRIG LOGUMUTIVE.

N0. 533,861. B Patented Feb.- l2, 1895 nl Q MN mg mms #News co.m-omwmuv, WASHINGTON n.

(No Model.) 5 Sheets-Sheet 2.

E. M. BOYNTON.

ELECTRIC LOGOMUTIVB.

No. 533,861. Patented Peb. 12,1895.

W/TNESSES.' /NVENTH ma mmm paens co. Now-umu, msnm@ cccccccc (No Model.)5 Sheets--Sheet 3.

E. M. BOYNTON.

ELECTRIC LUCOMOTIVE.

Pqtented Feb. 12.1895.

W/TNESSES.'

TH: Nonms paens co. pHoro-mwa. wnsnmswu (No Model.) 5 Sheets-Sheet 4.

E. M. BOYNTON. I ELECTRIC LOCOMTIVB.

Patented Feb. l2, 1895.

(No Model.)

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@f ad E. M. BOYYNTON.

ELECTRIC LOGOMOTIVE.

5 Sheets-Sheet 5.

Patented Feb. 12, 1895.

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UNITED STATES PATENT OEE'ICE.

EBEN MOODY BOYNTON, OF VEST NEVBURY, MASSACHUSETTS.

ELECTRICLOCOIVIOTIVE.

SPECIFICATION forming part of Letters Patent No. 533,861, dated February12, 1895.

To aZZ whom, it may concern.-

Beit known that I, EBEN MOODY BOYNTON, a citizen of the United States,and a resident of West Newbury, in the county of Essex and State ofMassachusetts, have invented certain new and useful Improvements inElectric Locomotives, of which the following is a specificat-ion. l

My invention relates to improvements in the driving wheels of electriclocomotives running on one rail.

It is a known fact, that a motor of the gearless type, where thearmature is fastened directly to the shaft, consumes more time ingaining its critical speed, than a motor with reducing gear. It istherefore for a longer time exposed to the heavy starting current than amotor of the latter type. There is a reaction between the armature andthe fieldmagnets, each tending to revolve in an opposite direction, andas the counter-electromotive force depends upon the relative speedbetween the armature and field-magnets, it would make no difference ifone is stationary and the other moving or if both are moving in oppositedirections.

When the armature is the element revolving with the wheel and thefield-magnets the stationary one, it is the aim of my invention to soarrange the motor that the field-magnets might be released and permittedto revolve at a speed that would generate an electromotive force ofsufficient strength, and then little by little reduce its speed and thusincrease its reactive pullon the armature untilthe fieldmagnets come toa complete rest, the whole reaction then being utilized in propellingthe locomotive.

-The field-magnets may be connected with the frame of the motor by meansof a frictionclutch and the work of the revolving shaft consumed infriction, or the work may be stored up by pumping air into a reservoirto be utilized in operating the brakes or other appliances; or the workdone by the shaft may be utilized directly for propelling the car, andby properly-proportioned reducing gear a high speed motor thus bechanged into one of slower speed, but with greater tractive power,enabling it to start quickly and climb up heavy grades.

I attain all these objects by means illus- Application led April 9,1894. Serial No. 506,965. (No model.)

trated in the accompanying drawings, in which-e- Figure l is a sideelevation of the motor wheel with the frame partly broken away. Fig. 2is a cross-section of the same taken on line :n ai. Fig. 3 is a planview of the motorwheel with the surrounding frame. Fig. et is anotherplan view illustrating a modified form of the clutch, the latter beingmade part of an air compressor. Fig. 5 is a plan view of the motor-wheelpartly in section illustrating a mechanism for reducing the speed of thewheel to one lower than that of the revolving shaft. Fig. 6 is anelevation of the same. Fig. 7 is a detail view of one of the wheelsconnecting the shaft with the motor wheel. Fig. 8 illustrates details ofclutch mechanism. Fig. 9 is a side elevation of a motor with thefield-magnets fastened to the wheel-tire. Fig. l0 is a cross-section ofthe same, taken on line y y. Fig. ll is a side elevation, partly brokenaway, of the motor car in connection with the railroad structure, alsoillustrating the use of compressed air for operating the brakes and thedoors.

Referring to the drawings Figs. l and 2, A is the framework of themotor, which may be connected with the car in any suitable manner.

B is the wheel-tire with flanges B3 B3 and bolts B2 connecting it withthe wheel-web C.

O O are hubs revolving loose on shaft D and connected to C by means ofbolts C2 C2. The shaft D is journaled in the bearings D2 D2, fastened tothe motor-frame A A.

G is the armature; G', the armature core, and G2 the coils. Brackets RR, fastened to the armature by bolts F2 F2 and to the Wheeltire by boltsB2 B2, connect the armature with the wheel.

The hub H is keyed to the shaft D and is provided with arms H2 H2 thatcarry the pole pieces F F, bolts H2 H3 connecting them.

E E are field-magnet coils and F3 cores.

The commutator I is fastened to one of the hubs C and joined to thearmature by wires H H.

The brush O in brushholderN receives the current from an overheadconductor placed in the guide V2 (Fig. ll) and transmits it to the ringQ2, insulated from the shaft.l The wire K conducts the current from Q tothe bar O4 IOO with brushholder J and brush M to the commutator I, fromthis by means of wires II II through the armature G and back to thecommutator again, through brush M,brushholder J', bar 05, conductor K tothe ring Q', brush O and brushholderNto thesupportingrail It will beseen that when the shaft D with the field-magnets F F is stationary, themotor acts as any ordinary motor. Itis first when the shaft D ispermitted to rotate at different speeds, that the conditions arealtered. Naturally the reaction between the armature and theiield-niagnets will cause the latter to rotate in an opposite directionto that of the former, and that therefore there must be some meansprovided to hold the shaft stationary, when it is desired that themotor-wheel shall develop its highest speed. This can be accomplished inmany ways, but it will only be necessary to illustrate one of these.

On an elongation of one of the bearings D2 are four projections E2 E2 inwhich the shoes D1 slide. The latter are provided with studs D5projecting through slots D6 in the disk D2, the latter being revolubleon the bearing D2 and provided with a handle D7. The shoes D4 areembracing a pulley E keyed to the shaft D. As the slots DG are parts ofa spiral, a movement ofthe disk D3 either to the right or the left (Fig.l) will correspondingly press the clutches against the pulley or releasethe latter. It will therefore be possible to regulate the speed of theshaft from full speed down to complete rest.

I do not limit myself to any special form of apparatus for fastening theshaft to the frame or releasing it, as this may be done in manydifferent ways.

It stands to reason that the reactive power of the shaft may be utilizedin doing useful work instead of being consumed in friction.ThisIillustrate in Fig. 4. The pulley is there provided with aneccentric E3 which by means of piston-rod E1 operates a piston incylinder E5 thus pumping the air through the tube E, that may connectwith an air-reservoir for operating air-brakes, the. The shoes are inthis instance interior to the pulley rim.

It may in some cases be necessary to reduce the speed and increase thepulling power when starting under a heavy load or running up a steepgrade. This can be accomplished in different Ways and I have in Figs. 5and G used a friction gear for this purpose.

E is a disk with a conical rim keyed to the shaft D having in itsinterior a frictionclutch for keeping it stationary or releasing it. S Sare two intermediate gears by means of which the disk E may be connectedwith conical ring S fastened on the wheel-web C. When E is released andthe gears S S moved to the left, (Fig. 5) S will be compelled to revolveat a certain speed relative to E depending on the relative proportion oftheir diameters, thus serving as a reducing gear. The release of thedisk E and the forward movement of the gears S S is done simultaneouslyby moving the lever DT (Fig. 6) to the right. The gear S (see Fig. 7) isjournaled in the tubular bearing S3 provided with a stud S5 engagingwith aspiral groove in an exterior bearing S4. Vhen therefore Sg isrevolved around its axis by means of lever S, it will also have alongitudinal movement and be pushed against S and E, when lever SG ismoved to the right, and vice versa.

I do not limit myself to having the armature fastened to the wheel-tire,but may, if found desirable reverse the arrangement and have thearmature fastened to the shaft and the field-mags ets revolve with thewheel. Figs. 9 and lO illustrate this form of the mo.- tor, the maindifference being, that the brushes M M in brush holders .I J have theirrods O4 O5 supported by the wheel-web C. Brush holders N N with brushesO O take the current from contact rings Q Q2 insulated from, butfastened to the shaft and by wires U U2 connected with an additional.pair of contact rings T' T2 to which current is supplied by brushes T3T1 one of which connects with the overhead conductor WV (Fig. Il) andthe other with the supporting rail V5. In this case the armature G issupported bythe spider H2, its hub H being keyed to the shaft D.Brackets F F fastened to the field-magnets F F by means of bolts F2 F2and to the wheel-tire by bolts B2 B2 connect field-magu nets andwheel-tire.

In Fig. 1I I have attempted to illustrate how the revolutions of theshaft D may be utilized to pump air into the reservoir V, connected withthe pump E by the tube EG; the eccentric E3 with connecting-rodE1operating the pump. The tube U3 leads from the reservoir to aregulating valve U5 from which tubes UG and U12 lead, the latter forfurnishing pressure in the brake-cyliuderV for the operation of brakesU4 U1, and the other serving to operate a piston in the cylinder U7,said piston moving the lever U8 backward or forward, thus by means ofthe rod U9 opening or closing the sliding doors U1O U10 con nectedtogether with rods U11 U11.

V6 is the carbody, spring-supported by the frame-work V4, the latterhaving at its lower end the shaft D journaled in it, and carrying at itsupper end the guide-wheels V2 V3 embracing the guide V2.

IIaving thus described my invention, I claim as new and desire to secureby Letters Patent- 1. In a single rail supported railroad car thecombination with the car body of a frame fastened to same near one endthereof having guide-wheels engaging with an upper guiderail, a drivingwheel having removable webplates fastened to hubs revolving loose on ashaft situated in said frame, armature and field-magnet elementssituated between said web-plates and one element fastened to thewheel-tire and the other element to the shaft,

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and means for fastening said shaft to the motor frame or allowing it torotate, substantially as set forth. b

2. In a single rail supported railroad car the combination with the oarbody of a frame fastened to same near one end thereof having guidewheelsengaging with an upper guide-rail, a driving wheel having removableweb-plates fastened to hubs revolving loose on a shaft situated in saidframe, armature and field-magnet elements situated between saidweb-plates and one element fastened to the wheel-tire and the otherelement to the shaft, means for fastening said shaft to the motorframeor allowing itto rotate and means for utilizing the rotations of theshaft for the operation of sundry appliances situated on the car,substantially as set forth.

3. In a single rail supported railroad oar the combination with the carbody of a'frame fastened to same near one end thereof` havingguide-Wheels engaging with an upper guiderail, a driving-wheel havingremovable webplates fastened to hubs revolving loose on a shaft situatedin said frame, armature and field-magnet elements situated between saidWeb-plates and one element fastened to the wheel-tire and the otherelement to the shaft, means for fastening said shaft to the motorframeor allowing it to rotate, and means for transmitting the rotations ofthe shaft to the Wheel, substantially as set forth.

Signed at New York, in the County of New York and State of New York,this 2d day of April, A111894.

E. HOODY BOYNTON.

Witnesses:

D. C. REUsoH, GEO. H. CARY.

